JP7736732B2 - vehicle - Google Patents

Description

The present invention relates to a vehicle.

Some vehicles are equipped with auxiliary lamps within the headlight unit that illuminate areas outside the headlight illumination area. For example, the vehicle described in Patent Document 1 has large-angle lamps, medium-angle lamps, and large-diffusion lamps arranged in that order from the center of the vehicle to the outside, with the large-diffusion lamps illuminating areas from the front to the sides and even the rear of the vicinity of the vehicle, making it easier for the driver to see pedestrians, cyclists, and other pedestrians near the vehicle.

JP 2010-111132 A

However, the main purpose of conventional configurations is to enable drivers to check for pedestrians, bicycles, etc., and not to make it easier for drivers of other vehicles or pedestrians to notice the vehicle.
The present invention has been made in consideration of the above-mentioned circumstances, and has an object to make it easier for others outside the vehicle to recognize the vehicle.

In a vehicle having a lighting device, the lighting device has left and right low beam lighting units that are provided at intervals on the left and right and that irradiate headlight light, and also has light irradiating units that irradiate, as light for improving the visibility of the vehicle from others outside the vehicle, a first light that has a higher brightness than the headlight light toward others who are assumed to be at a predetermined first position, and a second light that has a higher brightness than the headlight light toward others who are assumed to be at a second position that is closer to the vehicle in the front-rear direction or the vehicle width direction than the first position, and The present invention provides a vehicle in which the brightness of the first light is different from the brightness of the second light at the second position, or the cross-sectional area at the first position having a predetermined illuminance or more is different from the cross-sectional area of the second light at the second position having a predetermined illuminance or more, or the brightness of the first light at the first position is different from the brightness of the second light at the second position and the cross-sectional area at the first position having a predetermined illuminance or more is different from the cross-sectional area of the second light at the second position having a predetermined illuminance or more, and the light irradiation unit is positioned closer to the center in the vehicle width direction than the left and right low beam irradiation units (51) .

This makes it easier for others outside the vehicle to recognize the vehicle.

1 is a side view of a saddle-ride type vehicle according to an embodiment of the present invention. FIG. 10 is a front view of the light unit with the front cover removed. FIG. FIG. FIG. 2 is a diagram showing a traveling situation in which a plurality of vehicles are traveling, as viewed from above. FIG. 2 is a top view of the vehicle together with other vehicles. FIG. 2 is a top view of the vehicle together with other vehicles. FIG. 10 is a diagram showing a situation in which pedestrians are present on the left and right sides in front of a saddle-ride type vehicle while the vehicle is in motion. FIG. 10 is a diagram showing an example of specifications of the brightness and cross-sectional area of the first and second light beams. 2 is a diagram schematically showing first and second light LA and LB emitted from a four-wheel vehicle; FIG.

Embodiments of the present invention will now be described with reference to the drawings. Note that throughout the description, directions such as front, rear, left, right, and up and down refer to directions relative to the vehicle body unless otherwise specified. Also, the symbol FR in each drawing indicates the front of the vehicle body, the symbol UP indicates the top of the vehicle body, and the symbol LH indicates the left side of the vehicle body.

[Embodiment]
FIG. 1 is a side view of a saddle-ride type vehicle 10 according to an embodiment of the present invention.
The saddle-ride type vehicle 10 is a vehicle that includes a body frame 11, a power unit 12 supported by the body frame 11, a front fork 14 that supports a front wheel 13 so as to be steerable, a swing arm 16 that supports a rear wheel 15, and a seat 17 for a passenger.
The saddle-ride type vehicle 10 is a vehicle in which a passenger sits astride a seat 17. The seat 17 is provided above the rear portion of the body frame 11.

The body frame 11 includes a head pipe 18 provided at the front end of the body frame 11, a front frame 19 located rearward of the head pipe 18, and a rear frame 20 located rearward of the front frame 19. The front end of the front frame 19 is connected to the head pipe 18.
The seat 17 is supported by the rear frame 20 .

The front fork 14 is supported by the head pipe 18 so that it can be steered left and right. The front wheel 13 is supported by an axle 13a attached to the lower end of the front fork 14. A steering handle 21, which is held by the rider, is attached to the upper end of the front fork 14.

The swing arm 16 is supported by a pivot shaft 22 that is supported by the body frame 11. The pivot shaft 22 is a shaft that extends horizontally in the vehicle width direction. The pivot shaft 22 is inserted into the front end of the swing arm 16. The swing arm 16 swings up and down around the pivot shaft 22.
The rear wheel 15 is supported by an axle 15 a provided at the rear end of the swing arm 16 .

The power unit 12 is disposed between the front wheel 13 and the rear wheel 15 and is supported by the body frame 11 .
The power unit 12 is an internal combustion engine and includes a crankcase 23 and a cylinder section 24 that houses a reciprocating piston. An exhaust device 25 is connected to an exhaust port of the cylinder section 24.
The output of the power unit 12 is transmitted to the rear wheels 15 by a driving force transmission member that connects the power unit 12 and the rear wheels 15 .

The saddle-ride type vehicle 10 also includes a front fender 26 that covers the front wheel 13 from above, a rear fender 27 that covers the rear wheel 15 from above, a step 28 on which a rider places their feet, and a fuel tank 29 that stores fuel used by the power unit 12.
The front fender 26 is attached to the front fork 14. The rear fender 27 and the step 28 are provided below the seat 17. The fuel tank 29 is supported by the body frame 11.

The saddle-ride type vehicle 10 is equipped with a body cover 30 that covers the body. The body cover 30 includes a front cover 31 that covers the front of the body from the front and left and right sides, and an inner cover 32 that covers the front frame 19 from above. The front cover 31 is shaped so that it widens in the vehicle width direction and vertically as it moves rearward, and is formed in a shape that is symmetrical left and right with respect to the center of the vehicle width. A light unit 41 is attached to the front cover 31.

The light unit 41 is a unit that forms part of the lighting equipment of the saddle-ride type vehicle 10, and is also referred to as a headlight unit. The light unit 41 has a front cover 42 that covers the front surface. The front surface of the front cover 42 is formed in a shape that is continuous with the front surface of the front cover 31; that is, it is formed in an inclined shape that slopes rearward the further it moves left and right and up and down from the center of the vehicle width. The front cover 42 includes an outer lens. The light unit 41 is located forward of the center of the saddle-ride type vehicle 10 from front to back, and more specifically, forward of the steering handlebar 21a and the body frame 11.

2 is a front view of the light unit 41 with the front cover 42 removed. The symbol LC in FIG. 2 indicates the center of the vehicle width.
As shown in FIG. 2 , the light unit 41 has a housing 43 (also referred to as a casing) that extends outward to the left and right with respect to the vehicle width center LC. The housing 43 includes a pair of left and right first low beam irradiators 51, a pair of left and right second low beam irradiators 52 disposed on the vehicle width outer sides of each first low beam irradiator 51, and a pair of left and right light irradiators 53. The housing 43 also includes a high beam irradiator (not shown) between the pair of left and right first low beam irradiators 51. The area surrounded by the dashed dotted line in FIG. 2 is a schematic representation of the range in which each low beam irradiator 51, 52 emits light. Emitting light means that light is emitted from the vehicle, which is the saddle-ride type vehicle 10.

The light unit 41, which includes the housing 43 and each of the illumination units 51-53, is symmetrical with respect to the vehicle width center LC. The components that make up each of the low beam illumination units 51, 52 and the light illumination unit 53 are housed in the housing 43.

A pair of first low beam irradiators 51 are provided on the left and right, spaced apart from each other. Each first low beam irradiator 51 includes a first low beam light source 51a and a first low beam reflector 51b that reflects light from the first low beam light source 51a to produce a low beam. The first low beam light source 51a is a well-known light source such as an LED, and emits visible light. The first low beam reflector 51b is formed as a reflector that diffuses and reflects light from the first low beam light source 51a toward the front of the vehicle.

FIG. 3 is a left side view of the housing 43, and FIG. 4 is a perspective view of the housing 43. As shown in FIG.
As shown in Fig. 3, the pair of left and right second low beam irradiators 52 are provided on the left and right outer sides and rearward of the pair of left and right first low beam irradiators 51. As shown in Fig. 2, each second low beam irradiator 52 includes a second low beam light source 52a and a second low beam reflector 52b that reflects light from the second low beam light source 52a to produce a low beam. The second low beam light source 52a is a well-known light source such as an LED, and irradiates visible light. The second low beam reflector 52b is formed as a reflector that diffuses and reflects light from the second low beam light source 52a toward the front of the vehicle.
These low beam irradiating units 51 and 52 provide the forward illumination required for low beams (so-called passing headlights).

The housing 43 has an integral ceiling portion 43T (see Figures 3 and 4) above the reflectors 51b and 52b and extending forward beyond the reflectors 52a and 52b. The ceiling portion 43T has a first low beam opening 51c (see Figure 4) that opens toward the first low beam reflector 51b, and a second low beam opening 52c (see Figure 4) that opens toward the second low beam reflector 52b.

2, the first low beam light source 51a is located above the first low beam opening 51c (on the opposite side of the first low beam reflector 51b with respect to the first low beam opening 51c). Light from the first low beam light source 51a that passes through the first low beam opening 51c is reflected by the first low beam reflector 51b.
The second low beam light source 52a is located above the second low beam opening 52c (on the opposite side of the second low beam reflector 52b with respect to the second low beam opening 52c). Light from the second low beam light source 52a that passes through the second low beam opening 52c is reflected by the second low beam reflector 52b. The low beam opening 51c and the second low beam opening 52c adjust the amount of light incident on each reflector 51b, 52b.

A partition wall 43W is provided between the first low beam reflector 51b and the second low beam reflector 52b, separating the first low beam irradiator 51 from the second low beam irradiator 52. This partition wall 43W prevents light from the first low beam light source 51a from entering the second low beam reflector 52b, and also prevents light from the second low beam light source 52a from entering the first low beam reflector 51b.

The pair of left and right light emitting units 53 emit light LA, LB to improve the visibility of the saddle-ride type vehicle 10 to others outside the vehicle. These lights LA, LB are parallel or quasi-parallel light with a small divergence angle, so that they can achieve higher brightness at a predetermined position away from the saddle-ride type vehicle 10 than low-beam or high-beam headlight light, which is generally diffused light. This ensures that the lights LA, LB can be distinguished from the headlight light. Therefore, others located in the direction in which the lights LA, LB are emitted can easily recognize the lights LA, LB, making it possible to alert others outside the vehicle to the presence of the saddle-ride type vehicle 10.
Here, the predetermined positions are positions in the direction in which the light LA and LB are irradiated, and can also be referred to as positions farther away from the headlight light or positions away from the irradiation range of the headlight light. The predetermined positions include positions P1 and P2 (FIGS. 6 and 7) of another vehicle 111, which will be described later, relative to the saddle-ride type vehicle 10. The light LA and LB can also be referred to as predetermined light, and hereinafter, when the light LA and LB are to be particularly distinguished from each other, they will be referred to as first light LA and second light LB, respectively.

2 and 3 , the left and right light irradiation units 53 are provided on the left and right inner and outer sides of and in front of the pair of left and right first low beam irradiation units 51. Each light irradiation unit 53 includes a first light source 53a, a first reflector 53b that reflects light from the first light source 53a to become first light LA, and a second reflector 53c that reflects light from the first light source 53a to become second light LB. The first light source 53a is a well-known light source such as an LED, and emits visible light.
The first light source 53 a is located further inward in the vehicle width direction than the plurality of light sources 51 a, 52 a of each low beam irradiation unit 51, 52, and is located further forward and lower than the light sources 51 a, 52 a. These light sources 51 a, 52 a, 53 a are located forward of the handlebar 21 a and the body frame 11.
The light sources 51 a, 52 a, and 53 a are not limited to point light sources, but may be planar light sources in which a plurality of light-emitting elements are densely arranged to emit planar light. The planar light source may be, for example, a chip-on-board (COB) type or a surface-mount device (SMD) type LED.

The first reflector 53b and the second reflector 53c are positioned forward and below the light sources 51a, 52a and other reflectors 51b, 52b of each low beam irradiation unit 51, 52, and are supported by the housing 43, so that they are positioned forward of and between the left and right headlight light sources consisting of the low beam light source 51a and the high beam light source 52a.
2, the ceiling portion 43T of the housing 43 has a first opening 53d that opens in the vertical direction below the first light source 53a and above the first reflector 53b and the second reflector 53c. As shown in Fig. 3, the first opening 53d is located behind the light irradiation portion 53 that includes the first reflector 53b and the second reflector 53c.
Of the light from the first light source 53a, the light that passes through the first opening 53d is reflected by the first reflector 53b and the second reflector 53c.

The first reflector 53b is formed as a reflecting mirror that irradiates light from the first light source 53a in a predetermined direction. This direction is set to a direction that is suitable for improving the visibility of the saddle-ride type vehicle 10 from outside the vehicle.
In addition, the irradiation angle range of the first light LA can be changed by moving the first reflector 53 b closer to or farther away from the first light source 53 a. By changing the irradiation angle range or brightness, it is also possible to change the cross-sectional area of the first light LA that has a predetermined brightness or higher.

For example, if it is desired that the first light LA be perceived by others for only a short period of time, or if it is important that the first light LA be perceived by others who are far away, it is preferable to set the position of the first reflector 53b, etc. so as to narrow the irradiation angle range. Furthermore, if it is important that the light LA be perceived by others located over a relatively wide range or nearby others, it is preferable to set the position of the first reflector 53b, etc. so as to widen the irradiation angle range. The irradiation angle range may also be changed by changing the shape of the first reflector 53b.

Furthermore, when the first light LA is converted into parallel light by the first reflector 53b, the first reflector 53b may be, for example, a reflecting mirror having a paraboloid of revolution with the position of the first light source 53a as its focus, on the reflecting surface of which an area is formed that can irradiate light LA of a predetermined width in a desired direction.
Furthermore, to make the first light LA quasi-parallel, for example, the reflecting surface of the first reflector 53b may be a reflecting surface that approximates a paraboloid of revolution. Quasi-parallel light is divergent light that is close to parallel light. Since the divergence angle of quasi-parallel light is small, it can irradiate light with a certain brightness or more over a relatively long distance, similar to parallel light.

The second reflector 53c is formed as a reflecting mirror that irradiates the light from the first light source 53a in a predetermined direction. This direction is set to face other people (targets of illumination) to improve the visibility of the saddle-ride type vehicle 10.
As in the case of the first reflector 53b, by adjusting the position or changing the shape of the second reflector 53c, it is possible to change the irradiation angle range of the second light LB, increase or decrease the cross-sectional area of the second light LB (corresponding to a cross-sectional area having a brightness equal to or greater than a predetermined level (e.g., illuminance or brightness that can be recognized by others)), or make the second light LB into parallel light, quasi-parallel light, etc.

Furthermore, while Figure 2 illustrates an example in which there is one first light source 53a for each of the lights LA and LB, a light source may be provided for each of the lights LA and LB. When a light source is provided for each of the lights LA and LB, the brightness and illuminance of the lights LA and LB can be easily changed.

<About optical LA and LB>
The lights LA and LB will now be described.
As described above, the light LA and LB are lights that can obtain a higher brightness in the direction in which they are irradiated than the headlight light, which is diffused light.
The lights LA and LB will be described in relation to the driving situation.
FIG. 5 is a top view showing a traveling situation in which a plurality of vehicles are traveling.
Figure 5 shows an intersection (also called a crossroads) 100 where two roads intersect, along with its surroundings. The road including the lane 101A on which another vehicle 111 (hereinafter referred to as "other vehicle 111") is traveling is referred to as the "first road 101," and the road that intersects with the first road 101 is referred to as the "second road 102."

As an example of a saddle-type vehicle 10 in this embodiment, vehicles 10A and 10B consisting of motorcycles positioned at an intersection 100 are shown. Vehicle 10A is positioned on second road 102 and is attempting to turn left onto lane 101A of first road 101 (the lane in which other vehicle 111 is traveling). Vehicle 10B is positioned on the opposite lane (also called oncoming road) 101B from lane 101A in which other vehicle 111 is traveling, and is attempting to make a U-turn at the intersection 100 or turn right onto second road 102. Reference numeral 105 in Figure 5 denotes a stop line where vehicle 10A will stop.

FIG. 6 is a diagram showing the vehicle 10A together with another vehicle 111 from above.
As shown in FIG. 6, the vehicle 10A emits light beams LA and LB in directions at angles θ1 and θ2 corresponding to the front and lateral sides of the vehicle.
The angle θ1 is the direction in which the first light LA is emitted toward the driver of the other vehicle 111 when the other vehicle 111 is at position P1 on the lane 101A, and Fig. 6 illustrates a case in which the angle is to the front side of the vehicle 10A relative to the vehicle 10A. The angle θ2 is the direction in which the second light LB is emitted toward the driver of the other vehicle 111 when the other vehicle 111 is at position P2 on the lane 101A, and Fig. 6 illustrates a case in which the angle is to the front side of the vehicle 10A relative to the vehicle 10A. The other vehicle 111 is a vehicle that may follow the vehicle 10A after the vehicle 10A makes a left turn.
As shown in FIG. 6, position P2 corresponds to a position closer to the vehicle 10A in the vehicle width direction than position P1.

Positions P1 and P2 are set based on simulations and experiments to positions suitable for other vehicle 111 to avoid contact with vehicle 10A. For example, positions P1 and P2 are set to positions where other vehicle 111 can avoid contact with vehicle 10A or where other vehicle 111 can stop. Furthermore, position P1 is the position of other vehicle 111 before it reaches position P2. If position P1 is defined as the separation distance d1 from vehicle 10A and position P2 is defined as the separation distance d2 from vehicle 10A, then separation distance d1 > separation distance d2.

By emitting light LA and light LB in the directions of angles θ1 and θ2, respectively, from vehicle 10A, first light LA is emitted toward position P1, and second light LB is emitted toward position P2. This allows light LA and light LB to be emitted toward the driver of another vehicle 111 that may be a following vehicle, making the driver of the other vehicle 111 aware of the presence of vehicle 10A.
Furthermore, since the light LA and LB are emitted from in front of the steering handlebar 21a (see Figure 1), the light LA and LB are not blocked by an occupant positioned behind the handlebar 21a, i.e., an occupant of the vehicle 10A.

6, the lights LA and LB can be perceived by the driver of the other vehicle 111 at different positions P1 and P2, so the lights LA and LB can be recognized by the driver of the other vehicle 111 at a time interval. This allows the lights LA and LB to be perceived by the driver of the other vehicle 111 as flashing lights, making it easier for the driver of the other vehicle 111 to recognize the vehicle 10A.
In this configuration, as shown in Fig. 3, the light irradiating unit 53 that irradiates the light LA and LB is provided at a position near the front of the vehicle 10A. Since the vehicle 10A is a moving vehicle, there are usually no obstacles ahead of the vehicle 10A, but as shown in Fig. 6, there may be an obstacle 200 on the side of the vehicle 10A.
The obstacle 200 in Figure 6 is assumed to be another saddle-type vehicle located to the right of vehicle 10A, but obstacle 200 is not limited to a vehicle and could also be a fence or plant located to the left of vehicle 10A, and depending on the road and surrounding environment, an obstacle may exist to the right of vehicle 10A.

In this configuration, the light LA and LB are emitted from a position closer to the front of the vehicle 10A. Therefore, even if there are obstacles 200 on the left and right sides of the vehicle 10A, the light LA and LB are not blocked by the obstacles 200 on the sides of the vehicle 10A, and it is easier to irradiate the light LA and LB, as illustrated in FIG. 6 . Even if the obstacle 200 is located in a position that blocks the light LA, the light LB is emitted further forward than the light LA, and is therefore not blocked by the obstacle 200, and it is easier to irradiate the light LB. Furthermore, compared to when the light LA and LB are emitted from a position closer to the rear of the vehicle 10A, it is possible to emit the light LA and LB from a position closer to the other vehicle 111.
That is, due to the positional relationship between the position of the host vehicle 10A and the obstacle 200 present to the side of the host vehicle, the lights LA and LB are unlikely to be blocked by the obstacle 200. As a result, even if the obstacle 200 is present, the lights LA and LB make it easier for the driver of the other vehicle 111 to be aware of the presence of the vehicle 10A.

FIG. 7 is a diagram showing the vehicle 10B together with another vehicle 111 from above.
As shown in FIG. 7, the vehicle 10B emits light LA and light LB in directions at angles θ3 and θ4, respectively, which correspond to the front lateral directions of the vehicle.
The angle θ3 is the direction in which the first light LA is emitted toward the driver of the other vehicle 111 when the other vehicle 111 is at position P1 on the lane 101A. The angle θ4 is the direction in which the second light LB is emitted toward the driver of the other vehicle 111 when the other vehicle 111 is at position P2 on the lane 101A. The other vehicle 111 is an oncoming vehicle of the vehicle 10B.
As shown in FIG. 7, position P2 corresponds to a position closer to the vehicle 10A in the longitudinal direction than position P1.

Positions P1 and P2 are set based on simulations and experiments to positions suitable for other vehicle 111 to avoid contact with vehicle 10B. For example, positions P1 and P2 are set to positions where other vehicle 111 can avoid contact with vehicle 10B or where other vehicle 111 can stop. As in the case of Figure 6, position P1 is the position of other vehicle 111 before it reaches position P2. If position P1 is defined as the separation distance d1 from vehicle 10B and position P2 is defined as the separation distance d2 from vehicle 10B, then separation distance d1 > separation distance d2.

Therefore, when vehicle 10B irradiates light LA and light LB in the directions of angles θ3 and θ4, respectively, first light LA is irradiated toward position P1 and second light LB is irradiated toward position P2. This allows light LA and LB to be irradiated toward the driver of another vehicle 111, which is an oncoming vehicle, and makes the driver of another vehicle 111 aware of the presence of vehicle 10A.
Furthermore, since the light LA and LB are emitted from in front of the steering handlebar 21a (see FIG. 1), the light LA and LB are not blocked by an occupant positioned behind the handlebar 21a, i.e., an occupant of the vehicle 10B.

7, the lights LA and LB can be perceived by the driver of the other vehicle 111 at different positions P1 and P2, so the lights LA and LB can be recognized by the driver of the other vehicle 111 at a time interval. This allows the lights LA and LB to be perceived by the driver of the other vehicle 111 as flashing lights, making the driver of the other vehicle 111 more aware of the presence of the vehicle 10A.
Furthermore, in this configuration, as shown in Fig. 3, the light emitting unit 53 that emits the light LA and LB is provided at a position closer to the front of the vehicle 10B. Therefore, even if an obstacle 201 (e.g., a fence or a plant) that blocks the light is present to the side of the vehicle 10B, the light LA and LB are not blocked by the obstacle 201, making it easier to irradiate the light, and the light LA and LB can be emitted from a position closer to the other vehicle 111. In other words, due to the positional relationship between the position of the host vehicle, which is the vehicle 10B, and the obstacle 201 present to the side of the host vehicle, the light LA and LB are less likely to be blocked by the obstacle 201. As a result, the light LA and LB make it easier for the driver of the other vehicle 111 to be aware of the presence of the vehicle 10B.

As shown in Figures 6 and 7, the first light LA is light that reaches the driver of another vehicle 111 that is relatively far away, and the second light LB is light that reaches the driver of another vehicle 111 that is relatively close. Therefore, the first light LA can be described as "light that reaches a distance from the vehicle," and the second light LB can be described as "light that reaches the vicinity of the vehicle." Furthermore, the second light LB is also light that reaches closer to the center of the vehicle width of vehicles 10A and 10B than the first light LA.

8 is a diagram showing a situation in which pedestrians M1 are present on the left and right sides in front of the traveling saddle-ride type vehicle 10. It is assumed that the pedestrians M1 are facing the road 107 on which the saddle-ride type vehicle 10 is traveling.
8, the light emitting unit 53 emits light LA, LB toward the sides in front of the vehicle, which can make pedestrians M1 present on the left and right sides in front of the vehicle 1 more aware of the presence of the saddle-ride type vehicle 10. Therefore, not only the occupants of other vehicles 111 but also pedestrians M1 around the saddle-ride type vehicle 10 can easily recognize the saddle-ride type vehicle 10.

Figure 8 shows a schematic diagram of the central visual field MC and peripheral visual field MS of a person (pedestrian M1). The central visual field MC is the range that can be seen without moving the eyes, and the peripheral visual field MS is the range of vision outside the central visual field MC. It is known that a human visual characteristic is that the central visual field MC allows the user to clearly distinguish the shapes of surrounding objects, but tends to react relatively slowly to the movement of those objects. It is also known that the peripheral visual field MS does not allow the user to clearly distinguish the shapes of surrounding objects, but tends to react relatively quickly to the movement of those objects.
In this configuration, when the saddle-ride type vehicle 10 and the pedestrian M1 are positioned as shown in Fig. 8, the saddle-ride type vehicle 10 can irradiate the light LA and LB toward the peripheral visual field MS of the pedestrian M1. This is expected to have the effect of making it easier for the pedestrian M1 to recognize the saddle-ride type vehicle 10.

In this configuration, the brightness α of each light LA, LB and the cross-sectional area β above a predetermined illuminance are set as follows: The brightness α is set within the range of brightness that can be perceived by others present at positions P1, P2 shown in Figures 6 and 7. The cross-sectional area β above a predetermined illuminance can also be said to be the cross-sectional area of illuminance that can be perceived by others present at positions P1, P2, and is set within the range that can be perceived by such others.

<Intensity α and cross-sectional area β of light LA and LB>
FIG. 9 is a diagram showing an example of the specifications of the brightness α and cross-sectional area β of the light LA and LB.
9 stipulate at least one of the magnitude of the luminance α and the magnitude of the cross-sectional area β. In the saddle-ride type vehicle 10, the luminance α and the cross-sectional area β of the light LA, LB are set to satisfy one of the specifications.
However, the brightness α and cross-sectional area β of the first light LA shown in Fig. 9 indicate the brightness and cross-sectional area at position P1, i.e., the brightness and cross-sectional area of the position P1 where the first light LA is irradiated, relative to others. Also, the brightness α and cross-sectional area β of the second light LB shown in Fig. 9 indicate the brightness and cross-sectional area at position P2, i.e., the brightness and cross-sectional area of the position P2 where the second light LA is irradiated, relative to others.

9, a high brightness α indicates that the brightness exceeds a predetermined brightness, and a low brightness α indicates that the brightness falls below the predetermined brightness. Also, a high cross-sectional area β indicates that the cross-sectional area at a predetermined illuminance or higher exceeds the predetermined area, and a low cross-sectional area β indicates that the cross-sectional area at a predetermined illuminance or higher falls below the predetermined area.
Here, the predetermined luminance is a reference value for determining whether the luminance is large or small, and is set to an appropriate value within a range that satisfies the condition for the luminance α to be recognizable by others outside the vehicle. The predetermined illuminance is also set to an appropriate value within a range that satisfies the condition for the illuminance to be recognizable by others outside the vehicle. The predetermined area is also a reference value for determining whether the cross-sectional area β is large or small, and is set to an appropriate value within a range that satisfies the condition for the area to be recognizable by others outside the vehicle.

Generally, luminance indicates brightness per unit area when viewed from a certain direction, and the luminance of the light LA, LB indicates brightness per unit area when the light LA, LB is viewed from the emission direction of each light LA, LB. Generally, illuminance indicates brightness per unit area of an irradiated surface, and the illuminance of the light LA, LB indicates brightness per unit area that will illuminate the eyes of a person outside the vehicle as assumed in advance.
Fig. 9 also shows a schematic diagram of the irradiation states of light LA and LB for each specification. In the irradiation states shown in Fig. 9, light with a high brightness α is shown by a solid line, and light with a low brightness α is shown by a dashed line. Furthermore, light with a large cross-sectional area β is shown by a thick line, and light with a small cross-sectional area β is shown by a thin line.

In specification 1 shown in Figure 9, the first light LA has a high brightness α and a small cross-sectional area β, while the second light LB has a low brightness α and a small cross-sectional area β. In specification 1, the first light LA can provide sufficient optical stimulation to another person at a distant position P1. Furthermore, after the optical stimulation by the first light LA, the glare (equivalent to brightness, optical stimulation) can be reduced when another person moves from position P1 to a relatively closer position P2 and captures the second light LB in their central visual field MC, etc. This reduces the glare to another person at position P2, while improving the visibility of the saddle-ride type vehicle 10 using the first and second lights LA and LB.

In specification 2, the luminance α of the first light LA is low, and the luminance α of the second light LB is high. The cross-sectional area β of the light LA and LB is not limited and may be set to an appropriate value. In specification 2, the first light LA allows others located within the illumination range of the first light LA, including position P1, to perceive the light at positions closer to the central visual field MC, the further away they are. Furthermore, a sufficient amount of change in light (contrast difference) can be ensured in dark environments, such as at night. Because the contrast difference is ensured, the light stimulus is suppressed while making it easier for others at position P1 to notice the light LA. Furthermore, the second light LB can provide a sufficient light stimulus to others at position P2. Therefore, even after perceiving the first light LA, which ensures a contrast difference, a sufficient light stimulus can be provided to others who move from position P1 to position P2, making it easier for others at position P2 to notice the light LB. This improves the visibility of the saddle-ride type vehicle 10 using the first and second lights LA and LB.

In specification 3, the brightness α of the first light LA is high, and the brightness α of the second light LB is low. The cross-sectional area β of the lights LA and LB is not limited and can be set to an appropriate value. In the case of specification 3, the first light LA can provide sufficient optical stimulation to others at a distant position P1. This makes it easier for others to recognize the saddle-ride type vehicle 10 at an early stage. In addition, the glare caused by the second light LB to others at position P2 can be reduced. This makes it possible to improve the visibility of the saddle-ride type vehicle 10 by the first and second lights LA and LB while reducing glare.

In specification 4, the cross-sectional area β of the first light LA is large, and the cross-sectional area β of the second light LB is small. The brightness α of the light LA and LB is not limited and can be set to an appropriate value. In specification 4, the first light LA allows others to perceive the light over a wide range of positions, including position P1 and its surroundings. This makes it easier for others to recognize the saddle-ride vehicle 10 at an earlier timing than when they reach position P1. Furthermore, the second light LB allows others at position P2 to perceive a short-duration light, thereby providing sufficient optical stimulation to others at position P2 and making it easier for others to recognize the saddle-ride vehicle 10. This makes it easier for others outside the vehicle to perceive the saddle-ride vehicle 10 at an earlier timing from distant positions and more easily recognize the saddle-ride vehicle 10 at positions closer to the saddle-ride vehicle 10. Furthermore, the long-duration light and the short-duration light can be perceived by others who move from position P1 to position P2, which also makes it easier for others outside the vehicle to recognize the saddle-ride vehicle 10. This improves the visibility of the saddle-ride type vehicle 10 using the first and second lights LA and LB.

In specification 5, the cross-sectional area β of the first light LA is small, and the cross-sectional area β of the second light LB is large. The brightness α of the lights LA and LB is not limited and can be set to an appropriate value. In specification 5, the first light LA allows others at position P1 to perceive light for a short period of time. This provides sufficient light stimulation to others, making it easier for others to recognize the saddle-ride vehicle 10 from a distant location. Furthermore, even when position P1 is set to a more distant location, others can easily recognize the saddle-ride vehicle 10. Furthermore, the second light LB allows others to perceive light from a wide range of locations, including position P2 and its surroundings, making it easier for others to recognize the saddle-ride vehicle 10 at an earlier timing than when it reaches position P2. Therefore, others outside the vehicle can more reliably recognize the saddle-ride vehicle 10 from a distant location, and can easily recognize the saddle-ride vehicle 10 at an earlier timing when they are close to the saddle-ride vehicle 10. Furthermore, because a person who moves from position P1 to position P2 can perceive the short-term light and the long-term light, this also makes it easier for people outside the vehicle to recognize the saddle-ride type vehicle 10. This improves the recognizability of the saddle-ride type vehicle 10 using the first and second lights LA and LB.

In specification 6, the first light LA has a high brightness α and a large cross-sectional area β, and the second light LB has a low brightness α and a small cross-sectional area β. Specification 6 corresponds to a combination of specifications 3 and 4. Therefore, in specification 6, the first light LA can provide sufficient optical stimulation to others over a wide range of positions, including position P1 and its surroundings. This makes it easier for others to recognize the saddle-ride vehicle 10 more reliably at a timing earlier than the timing when others reach position P1. Furthermore, while suppressing the glare caused to others at position P2 by the second light LB, the second light LB can more easily provide sufficient optical stimulation to others at position P2, making it easier for others to recognize the saddle-ride vehicle 10 more reliably. Furthermore, because others who move from position P1 to position P2 can perceive long-duration light and short-duration light, this also makes it easier for others outside the vehicle to recognize the saddle-ride vehicle 10. This improves the visibility of the saddle-ride vehicle 10 using the first and second light LA, LB.

In specification 7, the brightness α of the first light LA is high and the cross-sectional area β is small, and the brightness α of the second light LB is low and the cross-sectional area β is large. Specification 7 corresponds to a combination of specifications 3 and 5. Therefore, in specification 6, the first light LA can provide sufficient light stimulus to others at position P1 and allow them to perceive the light for a short period of time. This makes it easier for others to recognize the saddle-ride vehicle 10 from a distant location. Furthermore, even if position P1 is set to a more distant location, others can easily recognize the saddle-ride vehicle 10. Furthermore, while suppressing glare from the second light LB in a wide range of locations including position P2 and its surroundings, the second light LB allows others to perceive light in a wide range of locations including position P2 and its surroundings. Therefore, while suppressing glare, it is easier for others to recognize the saddle-ride vehicle 10 earlier than the timing when they reach position P2. Therefore, it becomes easier for others outside the vehicle to more reliably recognize the saddle-ride type vehicle 10 from a distant location, and easier for others outside the vehicle to recognize the saddle-ride type vehicle 10 at an earlier timing when they are closer to the saddle-ride type vehicle 10. Furthermore, because others who move from position P1 to position P2 can perceive both short-term light and long-term light, this also makes it easier for others outside the vehicle to recognize the saddle-ride type vehicle 10. This improves the recognizability of the saddle-ride type vehicle 10 using the first and second lights LA and LB.

In specification 8, the first light LA has a low brightness α and a large cross-sectional area β, while the second light LB has a high brightness α and a small cross-sectional area β. Specification 8 corresponds to a combination of specifications 2 and 4. Therefore, in specification 8, the first light LA allows others located within the irradiation range of the first light LA, including position P1, to perceive the light at positions closer to the central visual field MC the further away they are, and also allows others to perceive the light at a wide range of positions, including position P1 and its surroundings. Therefore, the light that suppresses optical stimuli while ensuring a sufficient change in light (contrast difference) makes it easier for others to recognize the saddle-ride vehicle 10 at a timing earlier than when the other person reaches position P1. Furthermore, the second light LB provides sufficient optical stimulus to others at position P2 even after they perceive the first light LA, which ensures a contrast difference, and allows them to perceive the light for a short period of time, making it easier for others to recognize the saddle-ride vehicle 10. Therefore, it becomes easier for others outside the vehicle to recognize the saddle-ride type vehicle 10 at an early stage while suppressing light irritation from distant positions, and it becomes easier for others outside the vehicle to recognize the saddle-ride type vehicle 10 more reliably from positions closer to the saddle-ride type vehicle 10. Furthermore, it is possible for others who move from position P1 to position P2 to perceive long-duration light and short-duration light, which also makes it easier for others outside the vehicle to recognize the saddle-ride type vehicle 10. This improves the recognizability of the saddle-ride type vehicle 10 using the first and second lights LA and LB.

In Specification 9, the first light LA has a low brightness α and a small cross-sectional area β, while the second light LB has a high brightness α and a large cross-sectional area β. Specification 9 corresponds to a combination of Specification 2 and Specification 5. Therefore, in Specification 9, the first light LA allows others located within the irradiation range of the first light LA, including position P1, to perceive light at positions closer to the central visual field MC the further away they are, and allows others at position P1 to perceive light for a short period of time. Therefore, a sufficient amount of light change (contrast difference) can be ensured to provide sufficient optical stimulus to others, making it easier for others to recognize the saddle-ride vehicle 10 from a distant location. Furthermore, even when position P1 is set to a more distant location, the saddle-ride vehicle 10 can be more easily recognized by others. Furthermore, the second light LB can provide sufficient optical stimulus to others at a wide range of positions, including position P2 and its surroundings, even after perceiving the first light LA with a sufficient contrast difference, making it easier for others to recognize the saddle-ride vehicle 10 earlier than when they reach position P2. Therefore, it becomes easier for others outside the vehicle to more reliably recognize the saddle-ride type vehicle 10 from a distant location, and easier for others outside the vehicle to recognize the saddle-ride type vehicle 10 at an earlier timing when they are closer to the saddle-ride type vehicle 10. Furthermore, because others who move from position P1 to position P2 can perceive both short-term light and long-term light, this also makes it easier for others outside the vehicle to recognize the saddle-ride type vehicle 10. This improves the recognizability of the saddle-ride type vehicle 10 using the first and second lights LA and LB.

As described above, the light unit 41 constituting the lighting device emits, at position P1, a first light LA that provides a higher brightness than the headlight light of the saddle-ride type vehicle 10, and, at position P2, a second light LB that provides a higher brightness than the headlight light of the vehicle.
Here, position P1 corresponds to a "predetermined first position" of the present invention. Position P2 corresponds to a second position that is closer to the host vehicle in the longitudinal direction or the width direction than position P1 (see FIGS. 6 and 7).
At least one of the brightness α and the cross-sectional area β of the first light LA at the position P1 is different from at least one of the brightness α and the cross-sectional area β of the second light LB at the position P2.
At position P1, first light LA, which has a higher brightness than the headlight light of the saddle-ride type vehicle 10, is emitted, and at position P2, second light LB, which has a higher brightness than the headlight light of the saddle-ride type vehicle, is emitted, so that others present at positions P1 and P2 can easily perceive the light LA and LB. Moreover, at least one of the brightness α and cross-sectional area β of the first light LA at position P1 is different from at least one of the brightness α and cross-sectional area β of the second light LB at position P2. Therefore, others who move from position P1 to position P2 can perceive two types of light with different brightness α, depending on the light LA and LB, and/or long-duration light and short-duration light, making it easier for others to notice the light. As a result, the first and second light LA and LB make it easier for others outside the vehicle to recognize the saddle-ride type vehicle 10.

Furthermore, as described in Specifications 2, 8, and 9, the brightness α of the first light LA at the first position P1 is smaller than the brightness α of the second light LB at the second position P2. Therefore, the first light LA allows others located within the irradiation range of the first light LA, including position P1, to perceive light at positions closer to the central visual field MC the further away they are, making it easier to ensure a contrast difference resulting from the change in light. Furthermore, the second light LB can provide sufficient light stimulus to others at position P2. Therefore, even after perceiving the first light LA, which ensures a contrast difference, sufficient light stimulus can be provided to others who move from position P1 to position P2, making it easier for others at position P2 to notice the light LB. This makes it easier for others outside the vehicle to recognize the saddle-ride type vehicle 10.

Furthermore, as described in Specifications 1, 3, 6, and 7, the brightness α of the first light LA at the first position P1 is greater than the brightness α of the second light LB at the second position P2. Therefore, the first light LA can provide sufficient optical stimulus to others at position P1, making it easier for others to recognize the saddle-ride type vehicle 10 at an early stage. It also reduces glare for others at position P2. As a result, the first and second lights LA and LB make it easier for others outside the vehicle to recognize the saddle-ride type vehicle 10, while reducing glare for others.

Furthermore, as described in Specifications 5, 7, and 9, the cross-sectional area β of the first light LA at the first position P1 is smaller than the cross-sectional area β of the second light LB at the second position P2. Therefore, the first light LA allows others at position P1 to perceive light for a short period of time, providing sufficient light stimulation to others and making it easier for others to recognize the vehicle from a distant location. Furthermore, even when position P1 is set to a more distant location, others can more easily recognize the saddle-ride vehicle 10. Furthermore, the second light LB allows others to perceive light from a wide range of locations, including position P2 and its surroundings, making it easier for others to recognize the saddle-ride vehicle 10 at an earlier timing than when it reaches position P2. Therefore, it becomes easier for others outside the vehicle to more reliably recognize the saddle-ride vehicle 10 from a distant location, and easier for others to recognize the saddle-ride vehicle 10 at an earlier timing when they are closer to the saddle-ride vehicle 10. Furthermore, a person who moves from position P1 to position P2 can perceive a short-term light and a long-term light, which also makes it easier for people outside the vehicle to recognize the saddle-ride type vehicle 10.

Furthermore, as described in Specifications 4, 6, and 8, the cross-sectional area β of the first light LA at the first position P1 is larger than the cross-sectional area β of the second light LB at the second position P2. Therefore, the first light LA can be perceived by others over a wide range of positions, including position P1 and its surroundings, making it easier for others to recognize the saddle-ride vehicle 10 earlier than when it reaches position P1. Furthermore, the second light LB can be perceived by others at position P2 for a short period of time, providing sufficient optical stimulation to others and making it easier for others to recognize the vehicle. Therefore, others outside the vehicle can more easily recognize the saddle-ride vehicle 10 at an earlier time from distant positions, and more easily recognize the saddle-ride vehicle 10 at positions closer to the saddle-ride vehicle 10. Furthermore, both long-duration light and short-duration light can be perceived by others who move from position P1 to position P2, making it easier for others outside the vehicle to recognize the saddle-ride vehicle 10.

The above-described embodiment is merely an example of one aspect of the present invention, and any modifications and applications are possible without departing from the spirit of the present invention.
For example, the present invention is not limited to the motorcycle shown in Fig. 1 , but may be applied to various saddle-ride vehicles including three-wheeled and four-wheeled types, or to any vehicle such as a four-wheeled vehicle. Fig. 10 is a diagram schematically showing first and second light beams LA, LB emitted from a four-wheeled vehicle 10C. As shown in Fig. 10 , a pair of light units 41 are attached to the front of the four-wheeled vehicle 10C with a gap between them on the left and right, and the first and second light beams LA, LB are emitted from each light unit 41. This improves the visibility of the four-wheeled vehicle 10C from drivers of other vehicles, pedestrians, and the like.

Furthermore, the direction of the light LA and LB is not limited to the front and lateral directions of the vehicle, but may be any direction that is suitable for occupants of other vehicles and pedestrians to recognize the vehicle 10. Furthermore, the number of light beams LA and LB may be increased or decreased.

In this explanation, the brightness on the exit side of the light LA and LB is referred to as "brightness α," and the brightness of the irradiation surface illuminated by the light LA and LB is referred to as "illuminance." However, instead of "brightness α," the indicator of brightness on the exit side may be replaced with "luminous flux," which is the amount of light per unit time, or "luminous intensity," which indicates the strength of light in a certain direction.

[Configuration supported by the above embodiment]
The above embodiment supports the following configurations.

(Configuration 1) A vehicle having a lighting device, the lighting device irradiates a first light at a predetermined first position, which has a brightness higher than the light from the vehicle's headlights, and a second light at a second position that is closer to the vehicle in the fore-and-aft direction or the width direction than the first position, which has a brightness higher than the light from the headlights, and at least one of the brightness of the first light and the cross-sectional area at or above a predetermined illuminance at the first position is different from at least one of the brightness of the second light and the cross-sectional area at or above the predetermined illuminance at the second position.
At the first position, a first light having a brightness higher than the headlight light of the host vehicle is emitted, and at the second position, a second light having a brightness higher than the headlight light of the host vehicle is emitted, making it easier for others present at the first and second positions to perceive the light. Moreover, at least one of the brightness and cross-sectional area of the first light at the first position that is equal to or greater than a predetermined illuminance is different from at least one of the brightness and cross-sectional area of the second light at the second position that is equal to or greater than the predetermined illuminance. This allows others who move from the first position to the second position to perceive two types of light with different brightnesses and/or long-duration light and short-duration light, making it easier for others to notice the light. As a result, the first and second lights make it easier for others outside the vehicle to recognize the vehicle.

(Configuration 2) The vehicle described in Configuration 1, wherein the brightness of the first light at the first position is less than the brightness of the second light at the second position.
According to this configuration, the first light allows others located within the illumination range of the first light, including the first position, to perceive the light at a position closer to the central visual field the further away they are, and it is easier to ensure a contrast difference resulting from the change in light. Furthermore, the second light provides sufficient light stimulus to others located at the second position. Therefore, even after perceiving the first light with a sufficient contrast difference, it is possible to provide sufficient light stimulus to others who move from the first position to the second position, making it easier for the others located at the second position to notice the light. This makes it easier for others outside the vehicle to recognize the vehicle.

(Configuration 3) The vehicle described in Configuration 1, wherein the brightness of the first light at the first position is greater than the brightness of the second light at the second position.
With this configuration, the first light can provide sufficient light stimulus to others at the first position, making it easier for others to recognize the vehicle at an early stage. Also, glare to others at the second position can be reduced. This makes it easier for others outside the vehicle to recognize the vehicle while reducing glare to others.

(Configuration 4) A vehicle described in any one of configurations 1 to 3, wherein the cross-sectional area of the first light at the first position is smaller than the cross-sectional area of the second light at the second position.
According to this configuration, the first light can cause others at the first position to perceive a short-duration light, providing sufficient optical stimulation to others, making it easier for others to recognize the vehicle from a distant location. Furthermore, even when the first position is set to a more distant location, others can easily recognize the vehicle. Furthermore, the second light can cause others to perceive the light from a wide range of locations, including the second position and its surroundings, making it easier for others to recognize the vehicle at an earlier timing than when the vehicle reaches the second position. Therefore, others outside the vehicle can more reliably recognize the vehicle from a distant location, and can easily recognize the vehicle at an earlier timing when they are close to the vehicle. Furthermore, others who move from the first position to the second position can perceive both a short-duration light and a long-duration light, making it easier for others outside the vehicle to recognize the vehicle.

(Configuration 5) A vehicle described in any one of configurations 1 to 3, wherein the cross-sectional area of the first light at the first position is larger than the cross-sectional area of the second light at the second position.
According to this configuration, the first light can be perceived by others at a wide range of positions, including the first position and its surroundings, making it easier for others to recognize the vehicle earlier than when the vehicle reaches the first position. Furthermore, the second light can be perceived by others at the second position as a short-duration light, providing sufficient optical stimulation to others and making it easier for others to recognize the vehicle. Therefore, others outside the vehicle can more easily recognize the vehicle at an earlier timing when they are farther away, and more easily recognize the vehicle when they are closer to the vehicle. Furthermore, the long-duration light and the short-duration light can be perceived by others who move from the first position to the second position, making it easier for others outside the vehicle to recognize the vehicle.

10. Saddle-type vehicle (vehicle)
10A, 10B Vehicle 10C Four-wheel vehicle (vehicle)
11 Body frame 21 Handlebar 21a Handlebar bar 41 Light unit (lighting device)
51 Low beam irradiation unit 51a Low beam light source (headlight light source)
52 Second low beam irradiation unit 52a Second low beam light source (headlight light source)
53 Light emitting unit 53a First light source 53b First reflector 53c Second reflector 111 Other vehicle 200, 201 Obstacle LA Light (first light)
LB Light (second light)
LC Vehicle width center P1 position (first position)
P2 position (second position)

Claims (5)

In a vehicle having a lighting device (41),
The lighting device (41)
The vehicle has left and right low beam illuminating sections (51) that are spaced apart on the left and right and irradiate headlight light,
a light emitting unit (53) that emits, as light (LA, LB) for improving the visibility of the vehicle from others outside the vehicle, first light (LA) that can obtain a higher brightness than the headlight light toward the other person who is assumed to be at a predetermined first position, and second light (LB) that can obtain a higher brightness than the headlight light toward the other person who is assumed to be at a second position that is closer to the vehicle in the front-rear direction or the vehicle width direction than the first position;
the luminance of the first light (LA) at the first position is different from the luminance of the second light (LB) at the second position, or the cross-sectional area at the first position with a predetermined illuminance or more is different from the cross-sectional area of the second light (LB) at the second position with a predetermined illuminance or more, or the luminance of the first light (LA) at the first position is different from the luminance of the second light (LB) at the second position, and the cross-sectional area at the first position with a predetermined illuminance or more is different from the cross-sectional area of the second light (LB) at the second position with a predetermined illuminance or more,
The light irradiation unit (53) is disposed closer to the center in the vehicle width direction than the left and right low beam irradiation units (51).
vehicle. The brightness of the first light (LA) at the first position is less than the brightness of the second light (LB) at the second position;
The vehicle of claim 1 . The brightness of the first light (LA) at the first position is greater than the brightness of the second light (LB) at the second position;
The vehicle of claim 1 . The cross-sectional area of the first light (LA) at the first position is smaller than the cross-sectional area of the second light (LB) at the second position;
A vehicle according to any one of claims 1 to 3. The cross-sectional area of the first light (LA) at the first position is larger than the cross-sectional area of the second light (LB) at the second position;
A vehicle according to any one of claims 1 to 3.